Internal combustion engine



Oct. 4, 1932. J. G. VINCENT INTERNAL COMBUSTION ENGINE- Filed March 28, 1950 Qwvento o T5555 5. VIN CENT I dbtomq forms a Patented Oct. 4, 1932 FFHQE JESSE G. VINCENT, OF DETROIT, MICHIGAN, ASSIGNOR TO PACKARD. MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN,

INTERNAL COMBUSTION ENGINE Application filed March 28, 1930. Serial No. 439,782.

This invention relates to internalcombustion engines and more particularly to the regulation of temperature within the combustion space.

An object of my invention is to provide a valve mechanism for automatically controlling the temperature of the air which enters the combustionspace in the cylinder of an internal combustion engine.

Another object of my invention is to provide a thermostatic mechanism for controlling the temperature of the air charges drawn into'the combustion space in the cylinder of an internal combustion engine.

Another object of the invention is to provide an-air valve control mechanism which 1s automatically actuated in accordance with the temperature below a predetermined degree to assure an ignition temperature of the charges drawn into the combustion space of an internal combustion engine. V

A still further object of the invention is to provide a conduit, which is connected w1th the combustion space of an internal combustion engine and open at both ends to the atmosphere, with a valve mechanism responsive to temperature variations below a predetermined degree so as to regulate the quantity of air drawn into the cylinder through the inlet end and thereby cause exhaust to be drawn into the combustion chamber through the other end of the conduit.

Another object of the invention is to provide an engine of the Diesel type with an air inlet, the position of which is controlled by a thermostatic element.

These and other objects of the invention will appear from the following description taken in connection with the drawing, which part of this specification, and in which:

Fig. 1 is a plan view of a cylinder head of an internal combustion engine partially broken away illustrating my invention;

Fig. 2 is a vertical sectional view of a cylinder with the inlet and outlet conduit shown in elevation;

Fig. 3 is a sectional view of a conduit with a modified form of valve controlling mechanism associated therewith.

ters of reference, 10 representsthe cylinder of an internal combustion engine of the compression-ignition type having a head 11 formed integrally therewith. Mounted upon and attached to the head 11 by means of cap screws 12 is an auxiliary head 13.. The engine illustrated is of the air-cooled type, and to this end the cylinder is provided with 'cooling fins 1 1 whiletheauxiliary head is provided with fins 15. Apiston 16vis arranged to reciprocate within the cylinder, 10, in a conventional manner, and forms therewith a combustion space 17.

In order to admit air charges into the combustion space and to expel exhaust gases therefrom, there is provided a single Venturi passage 18 which extends through the two cylinder heads and the major portion of which is formed integrally with the aux iliary head 13. Forming the outer end of this passage is a neck 19 which extends in .a direction transversely of that in which the .air moves past the engine.

Formed integrally with the neck 19 and extending transversely across thereto is a conduit 20 which communicates with the Venturi passage 18 and is open at both ends to the atmosphere. It will be noted that the axis of this condui extends in the direction of the air flow.

For controlling the passage 18, I associate while mechanical means is operated, in a conventional manner, by the engine (not shown) for maintaining the valve open during the air intake" and exhaust strokes. A nozzle 23 projects through the cylinder barrel and is arranged-to inject atomized liquid fuel charges into the combustion space during compression ofthe air charges. It will be understood that the engine above described is of the compressionrignition, 0r Diesel type and that air is normally drawn through the front end 24 of the conduit while exhaust gases are expelled through the rear end 25 of the conduit.

Normally the air charges drawn into the combustion space are at substantially atmospheric temperature, and when low temperature conditions are encountered the air charges will tend to chill the combustion space to a degree such that the compression temperature is insuflicient to support combustion, and this is particularly true when the fuel charges are reduced, such as they are in an aeroplane engine during gliding or other idling periods. After the cylinders have once ceased firing under these conditions, it isvery difficult to again bring them to a temperature where the compression and the heat of the cylinder walls will cause combustion of a fuel charge, even though the fuel quantity maybe regulated considerably above that of an idling adjustment. In order to overcome these temperature difliculties underthe conditions set forth, it has heretoforebeen proposed to provide a throttle valve'in the inlet end of the air intake conduit, but such valves have been actuated man- -ually or in conjunction with a manually actuated fuelquantity regulating mechanism, however under many circumstances this form of throttle control is objectionable.

Arranged in the forward end 24 of the 'conduit 20 I provide a throttle valve 26 which is of a shape'similar to that of the interior transverse section of the conduit, such valve being attached to a bracket portion 27 of a lever 28. The shaft 29 is carried by bosses 3( formed within the conduit and upon which the lever 28 is pivotally mounted. The lever is provided with a laterally extending pin 31 for manipulation of the valve. This invention has to do mainly with the provision of automatic means for and a method of controlling the throttle valve and the temperature of the air charges entering the combustion space. WVhen the throttle valve 26 vis other than wide open, the quantity of air entering the combustion space is reduced, and under such circumstances that reduced portion of the normal quantity of air drawn into the combustion space will be replaced by air and exhaust drawn in from the conduit 20, so that in this manner the temperature of the air charge is raised sufficiently to provide an ignition temperature. As air can be drawn in through the rear end of the conduit, there will always be a sufficient quantity to sustain combustion even though .the throttle valve 26 is entirely closed.

7 In order that the throttle valve may be automatically controlled, I provide as one means ofaccomplishing this result, a therhiostatic control which consists of two metal elements 32 and 33 secured in parallel relation and to the rear end of the casing by the rivets 34, such metal elements having different coefficients of expansion. Attached to the front end of such thermostatic element by rivets 35, provide an operating lever 36 which at its forward end engages the pin 31 of. the throttle carrying lever 28. The therform of throttle support and control. In

this form of the device, an angular bracket 40 is pivotally mounted upon the pin 29 and the throttle26 is secured to one side of the bracket while the end of the lever is actuated directly by the association therewith of the thermostatic element. In this form, the thermostatic element consists oftwo bands 41 and 42, having different coefficients of expansion, which are secured to the rear end of the conduit by the rivets 34 as above descri'bedand which are of sufficient length to directly. engage the lever 40.

It will be seen that I have provided an automatically actuated mechanism for controlling the temperature of the fuel charges, and onewhich can be. regulated to always maintain the charge at an ignition temperature when the engine is turning under low load or in a slow speed range.

I It will also be seen that in the form described the invention also provides a throttle actuating means which is responsive to atmospheric temperature conditions and to exhaust temperature conditions for regulating the position of the throttle valve; Furthermore, the invention provides a simple manner of controlling temperature automatically so that no manual operation is required and no connection with a moving engine part is required to maintain the engine in operation when the fuel supply is in the low range of adjustment.

It will also be understood that arrangements can be made for manually actuating the valves to hold them substantially closed in order to raise the temperature of the charge for starting purposes when the temperature is above that at which the valve is automatically closed.

WVhile I have herein described in some detail a specific embodiment of my invention,

which I deem to be new and advantageous and may specificallyclaim, I do not desire bustion engine, comprising in combination, a cylinder, a piston therein, said parts enclosing a combustion space, means for injecting fuel into the combustion space, conduit means through which air and exhaust pass to and from the combustion chamber, a valve in the conduit means for throttling the admission of combustion air into the combustion space, and means responsive to temperature for actuating said valve, any reduction in the air volume being supplemented by exhaust irrespective of the fuel volume.

2. In an internal combustion engine, a cylinder, a piston in the cylinder, said piston and cylinder defining a combustion chamber, means for injecting fuel into the combustion space, duct means through which air or air and exhaust is admitted to and exhaust gas passes from the combustion space, and a thermostatically controlled valve in the duct means for regulating the air flow into the combustion space, any reduction in the air volume being supplemented by exhaust gas irrespective of the fuel volume.

3. In an internal combustion engine, 2. cylinder having a single port through which air is admitted and exhaust gases expelled, a conduit communicating with the port and open at both ends to atmosphere, a piston in the cylinder, said cylinder and piston defining the combustion space, means for injecting fuel into the combustion space, and a thermostatic valve in the air inlet portion of the conduit.

4. In an internal combustion engine, a cylinder, apiston in the cylinder defining therewith a combustion space, means for injecting fuel into the combustion space, a valve controlling the quantity of air entering the combustion space, and a thermostatic element controlling the valve position, any reduction in the air charge being augmented by exhaust gases.

5. In an internal combustion engine, a cylinder, a piston in the cylinder defining therewith a combustion space, means through which air and exhaust enter and leave the combustion space, and automatic control means for the entering air, said means being effective to reduce the air volume passing to the combustion space only below a predeterinder, a piston in the cylinder defining therewith a combustion space, connecting means between atmosphere, the exhaust, and the combustion space, a fuel injection device, and thermostatic means in the connecting means for regulating the relative proportion of air and exhaust gases drawn into the combustion space. 1 1

8. In the operation of an internal combustion engine of the compression-ignition type in which air and fuel are introduced separately into the combustion space, the method which comprises automatically controlling the volume of air introduced into the com bustion chamber in a low temperature range in true proportion to the temperature thereof, supplying exhaust gas to the air charges in the low temperature range equal to the volume of reduction, and introducing a uniform volume of air into the combustion space when the temperature thereof is above said low range.

9. In the operation of an internal combus- I which air and liquid fuel are introduced separately into a combustion space, conduit means through which air from the exterior of the engine moves into the combustion space, a valve in the conduit means controlling the fiow of air thereby, temperature responsive means for automatically actuating the valve, and means for adding a heated constituent to the reduced air charges passing into the combustion space in the same proportion as any reduction in the volume thereof.

In testimony whereof I aflix my signature.

JESSE e. vI'NcENT.

mined temperature, any reduction in the 

